Loco motive-engine



N0. 6l0,075. Patented Aug. 30, I898. T. .1. MURRAY. LUCOMOTIVE ENGINE.

(Application filed Sept. 28, 1897.) (No Model.) 4 Sheets-Sfieet l.

N0. 6IU,075. Patented Aug. 30, I893.- T. J. MURRAY.

LOCOMOTIVE ENGINE.

(Application filed Sept. 28, 1897.) (No Model.) 4 Sheets-Sheet 2.

W/ TNESSES Patented Aug; 30, [898.

T. J. MURRAY.

LOCOMOTIVE ENGINE.

(Application filed Sept. 28, 1897.)

4 Sheets-Sheet 3.

(No Model.)

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0 6I0,075. Patented Aug. 30, I898.

T. .1. MURRAY. LOCOMDTIVE ENGINE. I (No M d l- (Application filed Sept.28. 1897.)

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W/ TNESSES 3 MW Q4? PATENT rrrcn.

THOMAS J. MURRAY, OF BUTTE, MONTANA.

LOCOMOTlVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 610,075, dated August30, 1898.

Application fil d September 28,1897. Serial No. 658,359. (No model.) 4

To all whom it may concern:

Be it known that I, THOMAS J. MURRAY, of Butte, in the county of SilverBow and State of Montana, have invented new and useful ImprovementsinrLocomotive Engines, of

which the following is a full, clear, and exact description.

This invention relates to locomotive-engines particularly adapted foruse in cold climates and the object is to provide a construction wherebyall of the heating apparatus is suit ably incased and protected fromcoldair or snow, thus permitting the parts to retain their heat and condenseless steam on their surfaces than would be the case were the parts leftexposed.

A further object is to provide an improved means for heating air to bedrawn through the furnace, to provide means for heating the feed-waterand admitting it to the boiler, and to provide a simple construction ofsurface condenser from which the condensation is returned to thewater-tank.

I will describe alocomotive-engine embodying myinvention,and then pointout the novel features in the appended claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in all the views.

Figure 1 is a side elevation of alocomotiveengine embodying myinvention. Fig. 2 is a section on the line 2 2 of Fig. 3. Fig. 3 is asection on theline 3 .3 of Fig. 2. Fig. 4. is a section on the line 4 4.of Fig. 3. section on the line 5 5 of Fig. 2, and Fig. 6 is a section onthe line.6 6 of Fig. 2.

The locomotive will consist of three distinct parts or frames, eachcarrying a number of operating parts. The main frame comprises sidegirders 1, which extend the entire length of the locomotive and aretrussed together at suitable intervals. This main frame carries theboiler, coal-bunkers, water-tanks, ashpans, furnace, feed-heater,foot-plates, and a cab. The main frame is supported on the forwardtruck-frame 2 and a rear truck-frame '3. Each truck-frame will besupported on six Fig. 5 is a v as they carry the high and low pressurecy1- inders, as will be hereinafter described.

The trucks are connected to the main frame so as to swing relativelythereto in a horizontal plane, to allow the engine to round curves, bymeans of centering-pins5, each extended through a bottom bearing-plate6, mounted 011a cross-bar of the frame, and through a top bearing-plate7, secured to a cross-bar 8 of the main frame. Ball-bearings 9 arearranged in raceways formed in the upper and lowerbearing-plates, andone of the bearing-plates (here shown as the upper bearing-plate) has aperipheral flange, which engages around the periphery of the lowerbearing-plate, so as to withstand the motive force imparted to the totalmachine, or, in other words, to withstand the shocks incident to therunning of the locomotive. The ballbearings will allow a free movementin all directions radial to the center.

The forward truck 2 carries at each side a high-pressure cylinder 9 anda low-pressure 'to a cross-head 11, which is connected to thecrank-shaft 12, engaging with the drivewheels of the forwardtruck. Therear truck 3 also'carries at its opposite sides high-pressure cylinders13 and low-pressure cylinders "14. The pistons in each cylinder of apair have their stems connected to a cross-head 15, which has acrank-rod connection 16 with the rear driving-wheels.

Steam is admitted to the forward high-pres sure cylinders through a pipe17 leading from the steam-dome to the boiler 18, mounted on the mainframe. This pipe 17 extends forward through the head of the boiler downthroughthe smoke-box and thence horizontally to the steam-chests of thehigh-pressure cylinders. I provide ball-and-socket connections 19 and 20between the vertical and lower horizontal portions of the steam-pipe,and I also provide a sliding connection 21 between these pipes. By thisarrangement it is obvious that the portion of the steam-pipe carried bythe boiler and the main frame may turn relatively to the other'portion.Steam is led into the steam-chest on the rear highpressure cylinder bymeans of a pipe 22, and

' through a header 46.

this pipe has similar ball-and-socket and sliding connections as abovedescribed and for the same purpose.

At the rearportion of the boiler 18 is a firebox 23, having a grate 24and an ash-pan 25. The ash-pan will be practically air-tight and will beprovided with the ordinary doors operated in the usual manner fordischarging ashes. The products of combustion pass from the fire-boxbetween the water-legs 26 and thence through the flues 27 into thesmokebox 28, and from this smoke'box into the smoke-stack 29.

Surrounding the smoke-stack 29 and spaced therefrom is a jacket 30, openat its top within the cab 31, which is arranged at the front end of theengine, and the space formed by this jacket communicates with an airheating chest 32, supported by the forward trucks and extendedlongitudinally thereof. This communication is provided through holes 33formed in the foot-plate 34 and the top of the chest 32. The rear end ofthe air-heating chest 32 has a flexible connection 35 with a chamber 36,leading into the furnace or firebox below the grate. The exhaust-steamfrom the forward cylinders flows through pipes 37, which extend throughthe sides of the heating-chest 32 and communicate with the interior of aboxing 38, and from the interior of this boxing 38 a number ofsteam-tubes 39 extend longitudinally through the chest 32 and passoutward through the upper wall of said chest just forward of theflexible connection 35. These several tubes discharge into a pipe 40,which has a flexible connec- .tion 41 with a pipe 42, which leads intothe rear end or rear chamber of a feed-water heater arranged on the topof the boiler.

The feed-water heater comprises a shell 43 and steam exhaust-pipes 44.These steam exhaust-pipes at their rear ends extend through a header 45and at their forward ends The pipe 42 will of course lead into the rearchamber rearward of the header, so that the steam therefrom may passthrough the tubes 44 into the chamber at the forward end of the header.It may be here stated that the locomotive will be entirely inclosedwithin a housing comprising side walls 47 and a roof 48.

Supported on the main frame over the rear trucks is a tender comprisingcoal-bunkers 49 and a-water-tank 50. The coal-bunkers will be providedwith suitable covers 5l,which prevent the entrance of snow, rain, or thelike, thus keeping the coal or fuel in a dry condition, which will addmaterially to the combustion. The water-tank 50 communicates withfeed-water tanks 52, and there is a space between these feed-water tanks52 through which coal may be received from the coal-bunkers 49, the coaldischarging through an opening 53. The fireman of course will be locatedin the space bet-ween the furnace and the tender.

Arranged upon the roof 48 of the housing is a surface condenser, hereshown as consisting of anumber of pipes 54, each one being extendeddownward at its forward end through the roof of the housing and into thechamber forward of the forward header of the feedwater heater. The rearends of these pipes communicate with the interior of a chest 55, andfrom this chest 55 pipes 56 lead into the tanks 52. There will be asmany of these pipes 54 as will give the required surface for thecondensation of the exhaust or waste steam from the cylinders of theengine. Their diameters will be of the most suitable for a surfacecondenser having air as the cooling medium. These tubes will be arrangedin two, four, or more tiers high and will have a slight downward slopeto the rear, so that the water will run into the box or chest 55. The

chest or box 55 will be provided with suitable safety-valves 57 toprevent the bursting of the condensing-pipe by any overpressure of steamand also to prevent the water rushing up the other pipes 56 and thusflooding the condenser when the steam is shut off, thus forming a vacuumin the condenser. Water is fed into the feed-water heater from the tankthrough a pipe 58, comprisinga valve 59 and an ejector 60,receivingsteam through the steam-pipe 61, and water is discharged by gravity fromthe feed-water heater through a pipe 62 into the boiler 18. This pipe 62has a valve 63, the stem of which is provided with a crank 64, fromwhich a rod 64 extends to a suitable Y place to come under the controlof the fireman.

Arranged in the smoke-stack 29, forward of the smoke-box, is aninduction-fan 65, the shaft of which extends through the smokestack andjacket 30 and connects with a suitable motor in a casing 66 within thecab 31. The several steam-cylinders and the pistonstems will be inclosedin suitable casings 67, so as to protect them from cold air, snow, andthe like. These casings will be provided with doors, which may be openedwhen it is desired to oil the bearings.

Between the rear sets of cylinders is an airheating box 68, which mayreceive atmospheric air through an opening 69 in the bottom wall of saidboxing. The exhaust from the rear cylinders flows through pipes 70 intoa steam-box 71, with which one end of a series of steam-pipes 72 communicates, the other end of said pipes connecting with a steam-box 73 inthe lower part of the air heating box. From this steam box 73 a pipe 74leads to a connection with the pipe 42, leading to the feed-waterheater. The laterally-extended portion of this pipe 74 will be providedwith a flexible connection 75 to receive the side thrusts of the engine.From the air-heating box 68 a pipe 76 leads outward around the fire boxor furnace and communicates with the chamber 36,which leads into thefurnace. Therefore it will be seen that the exhauststeam from the rearset of cylinders will be utilized for heating the feed-water and alsoutilized for heating air to be discharged i d J through the fuel. Theusual brake-shoes will be employed and connected to a brake-rod 77,which isoperated by a piston operating in a cylinder 78 and controlledfrom the cab 31.

In operation the air passing downward through the jacket 30 will enterthe air-heating chest 32, where it will become heated by theexhaust-steam passing through the tubes 39. This air, as also the airfrom the box 68, will be drawn through the burning fuel on the grate 24;by means of the fan 65. The products of combustion will of course bedrawn through the lines 27 by means of said fan and forced outwardthrough the smokestack 29. The feed-water is heated by being raised bythe injector to the cylinder 43. This water will become heated by meansof the exhaust-steam flowing through the tubes 44. The exhaust steamwill then of course pass up through the condenser-pipes and in acondensed condition flow into the water-tanks.

The great difficulty of forcing hot Water into the boiler with a pump oran injector is obviated by my constructionthat is, by placing the heaterover the water-level of the boiler and having a communicatingvalvecontrolled pipe between said heater and the boiler. The operationis as follows: The heater being injected full from the tank is allowedto heat up to any temperature that can be attained by the length of timebetween feeding the boiler at certain intervals, after which theinjector is shut off and the valve in the pipe communicating between theheater and boiler is opened. The steam from the boiler will rush intothe heater and thus equalize the pressure. Thereupon the water falls byits own weight into the boiler and can be regulated by the opening andclosing of the valve. When the desired amount of water is put into theboiler, the valve of the pipe 62 is to be closed and the heater againfilled from the tanks for subsequent use.

As an additional protection to the boiler and feed-water heater I mayprovide these elements with an asbestos covering 79, as indicated in thedrawings.

It is obvious that a locomotive embodying my invention may be run forgreat distances without stopping for coal or water, and, fur: ther, thatby means of the housing the engine will be eifectually protected fromcold weather or snow, which would absorb the heat, and therefore a greateconomy in running expenses is gained, and, further, as the fuel iscontained in bunkers directly over the watertanks which are kept heatedthe said fuel will be warm and dry and therefore beneficial for economicsteam-raising.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. In a locomotive-engine, the combination with theboiler, fire-box, and smoke-stack, of an air-chest in a plane below theboiler and having one end communicating with the outer air and its otherend connected with the fire-box, exhaust-steam pipes in the airchest, afeed-water heater above the boiler and with which the exhaust-steampipes are connected after leaving the air-chest, and a fan in thesmoke-stack, substantially .as described.

2. In a locomotive-engine, the combination with the boiler, fire-box,and smoke-stack having a jacket around it, of an air-chest directlybelow the boiler and having its rear end connected with the fire-box andits front end with the space between the jacket and smoke-stack,exhaust-steam pipes in the airchest, a feed-Water heater above theboiler and with which the exhaust-steam pipes are connected afterpassing through the air-chest, and a fan in the smoke-stack,substantially as described.

3. In a locomotive-engine, the combination with the boiler, andfire-box, of an air-chest below the boiler and communicating with thefire-box, exhaust-steam pipes in the air-chest, a feed-water heaterabove the boiler and with which the exhaust-steam pipes are connectedafter passing through the air-chest, and a condenser above thefeed-water heater and having one end connected with the feed-waterheater and its other end with a water-receptacle, substantially asdescribed.

4. In a locomotive-engine, the combination with the boiler, fire-box,and smoke-stack having a jacket around it, of an air-chest belowthe boiler and having its rear end connected with the fire-box and itsfront end with the space between the jacket and Smokestack, a feed-waterheater above the boiler, exhauststeam pipes in the air-chest andconnected with the feed-water heater after passing through theair-chest, a condenser above the feed-water heater and having its frontend connected with the feed-Water heater and its rear end with awater-receptacle, and a fan in the smoke-stack, substantially asdescribed.

5. In a locomotive-engine, the combination with the boiler, fire-box,and cylinders,iof an air-chest below the boiler, and having its rearlead, steam-pipes leading from the boxing through the air-chest, afeed-water heater above the boiler, and a pipe leading from thefeed-water heater and into which the pipes in the air-chest discharge,substantiallyas in the air-chest, a feed-water heater above the boiler,a pipe at the rear end of the air= chest and into which exhaust=steampipes I discharge, and a pipe leading from the feedwater heater andhaving a flexible connection with the pipe into which the exhauststeampipes discharge, substantially as described.

7. In a locomotive-engine, the combination with the boiler,fire-box,cylinders, and smoke- 5 stack having a jacket around it, of anairohest below the boiler and having its front end communicating withthe space between the jacket and smoke-stack and its rear endcommunicating With the fire-box, exhaust- IO steam pipes leading fromthe cylinders into and through the air-chest, a feed-Water heater abovethe boiler and with which the exhauststeam pipes are connected afterpassing through the air-chest, a casing inclosing the several parts, acondenser on the top 01": the 15 casing and having its front endconnected with the feed-Water heater and its rear end with aWater-receptacle, and a fan in the smoke-stack, substantially asdescribed.

THOMAS J. MURRAY.

Vitnesses:

RAYMOND H. HORNBROOK, \VALTER G. SMITH.

